Trailer hitch and brake actuating assembly

ABSTRACT

A trailer is adapted to be hitched to a towing vehicle by a surge brake actuator which includes pivotally interconnected forward and rear units. When the rear unit moves forwardly relative to the forward unit, a plunger assembly is moved to a braking position to actuate a master cylinder and apply the trailer brakes. The disclosure pertains to (1) the construction and operation of the plunger assembly (2) the construction and mounting of the master cylinder (3) a friction lock for holding a breakaway cable in an emergency position when the trailer breaks away from the towing vehicle and (4) a clamping and latching mechanism for releasably coupling the forward unit of the actuator to a hitch ball on the towing vehicle.

This is a division of application Ser. No. 910,100, filed May 30, 1978.

BACKGROUND OF THE INVENTION

This invention relates to an assembly for hitching a trailer to a towingvehicle and for automatically actuating the hydraulic brakes of thetrailer when the towing vehicle slows and the trailer tends to surgeforward and overrun the towing vehicle. More particularly, the inventionrelates to an assembly having a forward unit which is adapted to becoupled removably to a hitch ball on the towing vehicle and which ispivotally interconnected with a rear unit adapted to be carried on thetrailer. When the trailer surges forwardly, the rear unit movesforwardly relative to the forward unit and pivots relative to theforward unit about a laterally extending axis to cause a member on theforward unit to actuate a master cylinder on the rear unit. Upon beingactuated, the master cylinder pressurizes the wheel cylinders of thetrailer to apply the trailer brakes.

An assembly of the foregoing type is commonly referred to as a surgebrake actuator. An actuator whose forward and rear units are pivotallyinterconnected in the manner described above possesses severaladvantages over actuators having telescoping units or having units whichare interconnected by parallel links. For example, a surge brakeactuator with pivotally interconnected units generally achieves a highergain or mechanical advantage. Also, such an actuator generally isshorter in length, lighter in weight and more economical to manufacturethan actuators with telescoping or parallel linked units.

SUMMARY OF THE INVENTION

The general aim of the present invention is to provide a new andimproved surge brake actuator which preferably has pivotallyinterconnected units and which, when compared with prior actuators,enables higher braking pressures and a smoother braking action to beproduced, offers more reliable breakaway protection and provides aself-locking and more easy to use coupler for hitching the actuator tothe towing vehicle.

A more detailed object of the invention is to provide an actuator inwhich a uniquely caged and preloaded coil spring of relatively shortlength serves as a cushion to produce a smooth braking action.

Another object is to actuate the master cylinder under a breakawaycondition by means of a flexible cable which is pulled to an emergencyposition when a breakaway occurs, the cable thereafter being held in itsemergency position by a novel friction lock which enables the cable tobe effectively pulled to its emergency position regardless of theangular relation which exists between the trailer and the towing vehicleat the time of breakaway.

A further object is to provide an actuator having a front unit with aunique ball coupler which may be locked and released in a safe andconvenient manner by means of a manually operable handle on the rearunit while still enabling the rear unit to pivot and float relative tothe front unit during surge braking.

The invention also resides in the simple and inexpensive construction ofthe master cylinder and in the unique manner of mounting the mastercylinder in the rear unit.

These and other objects and advantages of the invention will become moreapparent from the following detailed description when taken inconjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a fragmentary side elevational view of a new and improvedsurge brake actuator incorporating the unique features of the presentinvention, the actuator being shown connected between a towing vehicleand a trailer and being shown in a non-braking condition.

FIG. 2 is an enlarged top plan view of the actuator shown in FIG. 1.

FIG. 3 is a side elevational view of the actuator and showing theactuator in a normal braking condition, parts of the actuator beingbroken away and shown in section.

FIG. 4 is an enlarged fragmentary cross-section taken substantiallyalong the line 4--4 of FIG. 2 and shows the actuator in a normal brakingcondition.

FIG. 5 is an enlarged fragmentary cross-section taken substantiallyalong the line 5--5 of FIG. 2.

FIG. 6 is a view similar to FIG. 4 but shows the actuator in anemergency, breakaway braking condition.

FIGS. 7a, 7b and 7c are cross-sectional views of the ball coupler andshow the parts of the coupler in successive positions as the actuator isconnected to the ball on the towing vehicle.

FIG. 8 is a fragmentary cross-section taken substantially along the line8--8 of FIG. 7c.

FIG. 9 is an exploded perspective view of the actuator.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

As shown in the drawings for purposes of illustration, the invention isembodied in a surge brake actuator assembly 10 for hitching a trailer 11to a towing vehicle 12 and for automatically applying the hydraulicbrakes of the trailer when the trailer surges forward and attempts tooverrun the towing vehicle. The actuator is carried on the forward endportion of the tongue 14 of the trailer and is adapted to be coupledreleasably to a standard hitch ball 15 on the rear of the towingvehicle.

In the present instance, the actuator 10 includes a forward couplingunit 16 (see FIG. 9) adapted to receive the hitch ball 15 and pivotallyinterconnected with a rear unit 17 which is secured to the tongue 14 ofthe trailer 11. The forward coupling unit includes a head 18 made ofheavy gage sheet metal and formed on its lower, forward end with adownwardly and rearwardly opening socket 20 for receiving the hitch ball15. Formed integrally with and projecting upwardly from the socket is aweb 21 whose upper end is defined by a rearwardly and downwardly turnedcurl 22 which is located above the socket and slightly rearwardly of thevertical center line of the socket. The head is completed by twolaterally spaced wings 24 which project rearwardly from the socket andthe web.

The rear unit 17 includes a sheet metal case 25 (FIG. 9) of invertedU-shaped cross-section and formed with a top wall 26 and two laterallyspaced side walls 27. The tongue 14 of the trailer 11 is receivedbetween the side walls 27 adjacent the lower portions thereof and issuitably fastened to the side walls by bolts 28 (FIG. 3) or the like. Inaddition, the forward portions of the side walls receive and embrace thewings 24 of the forward coupling unit 16.

Advantageously, the forward coupling unit 16 is pivotally interconnectedwith the rear unit 17 so as to enable the two units to float or pivotrelative to one another about a laterally extending axis when thetrailer 11 surges forwardly. For this purpose, a pivot pin 30 (FIGS. 3and 9) is inserted through the curl 22 of the forward unit 16 andthrough holes 31 in the forward end portions of the side walls 27 and issuitably staked in place. A second pin in the form of a laterallyextending rod or bolt 32 extends through holes 34 in the lower, rearportions of the wings 24 and is received within upwardly and rearwardlycurved arcuate slots 35 in the side walls 27. The stepped diameter bolt32, commonly called a shoulder bolt, includes a collar 36 (FIGS. 5 and9) which travels freely in one of the arcuate slots, the bolt supportinga bushing 37 which rides in the other slot. The shoulder bolt iscaptivated axially by a nut 38.

If the towing conditions are such that the trailer 11 is imposing a dragon the towing vehicle 12, the forward and rear units 16 and 17 of theactuator 10 assume the relative positions shown in FIG. 1. When theunits are so positioned, the pivot pin 30 is located above the hitchball 15 and just slightly to the rear of the vertical centerline of theball while the shoulder bolt 32 is located at the extreme lower ends ofthe arcuate slots 35. When the trailer surges forward as a result of thetowing vehicle traveling slower than the trailer, the forward and rearunits 16 and 17 move relative to one another to the position shown inFIGS. 3 and 4. In assuming such position, the rear unit 17 movesforwardly and acts through the pivot pin 30 to cause the forward unit 16to rotate counterclockwise or forwardly about the hitch ball 15 so as tobring the pivot pin forwardly to a position in which it is approximatelycentered on the vertical centerline of the hitch ball. At the same time,the forward unit 16 pivots counterclockwise relative to the rear unit 17about the pivot pin 30 so as to cause the shoulder bolt 32 to travelupwardly and rearwardly within the arcuate slots 35. The upward andrearward movement of the shoulder bolt 32 is utilized to actuate amaster cylinder 40 (FIGS. 4 and 9) and apply the brakes of the trailer11.

To dampen oscillation between the forward and rear units 16 and 17, ashock absorber 41 (FIGS. 1, 5 and 9) is disposed between the side walls27 of the case 25 and includes a cylinder 42 with a sleeve 44 on itsforward end, the sleeve receiving the shoulder bolt 32. A piston (notshown) in telescoped slidably into the cylinder and is connected to arod 45 (FIG. 3) whose rear end portion is secured by a nut 46 to a tab47 turned downwardly from the rear end of the top wall 26 of the case25. The shock absorber 41 acts between the shoulder bolt 32 and the case25 to dampen movement of the shoulder bolt within the slots 35. If, forexample, the trailer 11 is traveling over a rough road, the forward andrear units 16 and 17 will tend to repeatedly pivot with respect to oneanother with oscillatory movement of relatively low amplitude andrelatively high frequency. The shock absorber 41, however, resists suchmovement and prevents the shoulder bolt from effecting intermittentapplication of the trailer brakes. Also, when the brakes of the trailerare applied, there is a tendency for the trailer to overbrake and thenunderbrake in a cyclic manner. The shock absorber serves to dampen theinertia of the trailer and thus acts to smooth out oscillation or jerkymotion between the trailer and the towing vehicle 12.

The master cylinder 40 forms part of a master cylinder assembly 50 whichis mounted within the rear portion of the case 25. Herein, the mastercylinder assembly 50 includes a casting whose lower end portion definesthe master cylinder 40 and whose upper end portion defines a reservoir51 (FIG. 6) for brake fluid. In keeping with one of the features of theinvention, the cost of manufacturing the master cylinder assembly 50 isreduced along with the weight of the assembly by casting the assemblysuch that the top of the reservoir 51 is left open and by closing offthe top of the reservoir with the top wall 26 of the case 25 itself.Thus, the open top of the reservoir 51 is located immediately below thetop wall 26 of the case 25 and is sealed to the top wall by means of agasket 52 (FIG. 9). Four screws 54 extend through holes 55 in the topwall 26 and are threaded into holes 56 in the master cylinder assemblyto secure the latter to the top wall. A rubber fill spout 57 for brakefluid is fitted into an opening in the top wall, communicates with thereservoir 51 and is adapted to be closed by a hinged plug 58.

It will be noted that the master cylinder 40 is inclined upwardly andrearwardly within the case 25. As a result, room exists beneath thecylinder for the tongue 14 of the trailer 11 and thus the overall lengthof the actuator 10 may be shortened.

Disposed in the master cylinder 40 is a pisto 60 (FIG. 4) which isadapted to be stroked rearwardly (or from left to right in FIG. 4) toapply the brakes of the trailer 11, there being a coiled compressionspring 61 preloaded in the cylinder to assist in returning the piston inthe reverse direction. When the piston is stroked rearwardly, brakefluid is pressurized in a flexible line 62 (FIG. 1) which extends out ofthe rear of the master cylinder and which leads to the wheel cylindersof the trailer. The wheel cylinders thus are actuated to apply thebrakes of the trailer.

In accordance with an important aspect of the present invention, aunique plunger assembly 64 (FIG. 4) is interposed between the shoulderbolt 32 of the forward coupling unit 16 and the piston 60 of the mastercylinder assembly 50 for stroking the piston in response to upward andrearward movement of the shoulder bolt when the trailer 11 overruns thetowing vehicle 12. The plunger assembly is characterized by its abilityto serve as a cushion to produce a smooth braking action.

More specifically, the plunger assembly 64 includes a rear portiondefined by a stem 65 which is telescoped slidably through a flexibleboot 66 on the forward end of the master cylinder 40, the rear end ofthe stem being disposed in engagement with a rounded socket 67 in theforward end of the piston 60. A plate 68 is integral with the forwardend of the stem 65 and is formed with an opening which is substantiallyT-shpaed in that the opening includes a stem portion defined by arelatively narrow slot 70 in the forward portion of the plate andfurther includes a cross bar portion defined by a wider hole 71 throughthe rear portion of the plate. The shoulder bolt 32 is telescoped into abushing 72 which is received within the slot 70 in the plate 68. Thelength of the slot is about twice as large as the diameter of thebushing.

In carrying out the invention, a relatively short and heavy coil spring74 (FIG. 4) is caged in a preloaded condition in the hole 71 in theplate 68 of the plunger assembly 64. The spring is placed in the cage orhole 71 with its forward end bearing against the forward side of thehole and with its rear end bearing against the rear side of the hole.The spring is compressed prior to being placed in the hole and is undera high initial preload. Because of the high preload, the spring 74 isassembled with the plate 68 of the plunger assembly 64 prior to the timethe plunger assembly and the master cylinder assembly 50 are installedin the case 25.

Once the master cylinder assembly 50 and the plunger assembly 64 areinstalled, the shoulder bolt 32 is assembled with the front and rearunits 16 and 17 and is inserted through the slot 70 in he plate 68 ofthe plunger assembly. It is desirable that the forward end of the spring74 be in contact with the shoulder bolt 32 when the forward and rearunits 16 and 17 are in their normal, unactuated positions shown inFIG. 1. To permit such contact to be established, the master cylinderassembly 50 is mounted in the case 25 so as to be capable offore-and-aft adjustment. This is accomplished by making the holes 55(FIG. 9) in the top wall 26 of the case 25 in the form of elongatedslots. By virtue of the slots 55, the master cylinder assembly 50 may beslid forwardly in the case 25 until the forward end of the spring 74contacts the shoulder bolt 32 when the latter is located in the lowerends of the arcuate slots 35. The screws 54 then may be tightened toanchor the master cylinder assembly in place. The master cylinderassembly is adjusted forwardly only by such distance as to take up theclearance between the forward end of the spring 74 and the shoulder bolt32 without causing the plunger assembly 64 to actuate the piston 60 ofthe master cylinder 40. Proper adjustment of the master cylinderassembly 50 may be effected by sliding the assembly forwardly until thepiston 60 is actuated by the plunger assembly 64, by releasing themaster cylinder assembly to allow the return spring 61 to shift themaster cylinder assembly rearwardly until the piston is in an unactuatedposition and then by tightening the screws 54.

In operation, the shoulder bolt 32 remains in the bottom of the arcuateslots 35 as long as the trailer 11 is exerting a drag on the towingvehicle 12. If the trailer is traveling over a rough road, the shoulderbolt may tend to travel upwardly in the slots 35 through a shortdistance. Movement of the shoulder bolt is dampened by the shockabsorber 41 and is cushioned by the spring 74 and thus actuation of thetrailer brakes will not be effected if a relatively small force of onlyshort duration is exerted on the shoulder bolt.

When the trailer 11 overruns the towing vehicle 12, the forward unit 16pivots forwardly to cause the shoulder bolt 32 to travel upwardly in thearcuate slots 35 and push against the preloaded coil spring 74. Thelatter initially acts as a rigid link between the shoulder bolt and therear side of the hole 71 and thus serves to shift the plunger assembly64 rearwardly to a braking position (see FIG. 4) so as to move thepiston 60 rearwardly through its actuating stroke. The master cylinder40 thus is pressurized to apply the brakes of the trailer. When thepressure in the master cylinder exceeds the preload in the spring 74,the latter yields and compresses to enable continued rearward movementof the shoulder bolt 32 without substantially increasing the pressure inthe master cylinder. Accordingly, the spring 74 serves as a cushion forthe shoulder bolt so as to effect a smooth application of the mastercylinder and the brakes.

The invention also contemplates the provision of unique means foractuating the brakes of the trailer 11 and for keeping the brakesactuated in the event the trailer breaks away from the towing vehicle12. The breakaway protection means are characterized by the fact that,upon breakaway, the trailer brakes will be actuated and held in anactuated position regardless of the angular position of the trailerrelative to the towing vehicle at the time of breakaway. Moreover, theshoulder bolt 32 is bypassed upon breakaway and thus direct andimmediate actuation of the trailer brakes may be effected.

Herein, breakaway protection is afforded by a flexible cable 75 (FIG. 1)whose forward end carries an eye 76 which is connected to an S-shapedhook 77. The S-hook is adapted to be connected to an eye bolt 78 or thelike on the rear end of the towing vehicle 12.

In keeping with the invention, the cable 75 is threaded downwardlythrough an opening 80 (FIG. 6) in the top wall 26 of the case 25, islooped through a U-shaped shackle 81 (FIG. 4) which is secured to theplate 68 of the plunger assembly 64, and is anchored at its rear end tothe master cylinder assembly 50. Anchoring of the cable is effected bymeans of a ball 82 secured to the cable and fitted within a T-shapedslot 83 in the forward end of the master cylinder assembly 50.

If the trailer 11 should happen to break away from the towing vehicle12, as, for example, might occur if the hitch ball 15 should fracture, aforward pull will be exerted on the forward end of the cable 75 and willcontinue until the S-hook 77 bends and separates either from the cableor from the eye bolt 78. When the cable is pulled forwardly to itsemergency position, the cable pulls rearwardly on the shackle 81 andforces the plunger assembly 64 rearwardly (see FIG. 6). The plungerassembly actuates the piston 60 and applies the brakes of the trailer.Because of the elongated slot 70 in the plate 68, the cable may move theplunger assembly 64 rearwardly without moving the shoulder bolt 32. Inother words, the slot 70 constitutes a lost motion connection betweenthe plunger assembly and the shoulder bolt and allows the cable to movethe plunger assembly rearwardly without need of moving the shoulder boltand effecting relative pivoting between the front and rear units 16 and17. Thus, the emergency braking action effected by the cable 75 isimmediate and direct.

Importantly, the breakaway cable 75 is held in its emergency position bya friction lock 84 (FIG. 6) which enables the cable to be pulled to itsemergency position even if the trailer 11 is at a sharp angle relativeto the towing vehicle 12 when the breakaway occurs. In the presentinstance, the friction lock 84 comprises a metal shoe which is carriedon the forward end of a leaf spring 85 whose rear end is securedcantilever fashion at 86 to the top wall 26 of the case 25 at a pointrearwardly of the opening 80. The spring 85 urges the shoe 84 downwardlyinto the opening 80 and causes the shoe to press the cable 75 against adownwardly and forwardly curved lip 87 which defines the forward side ofthe opening.

When the cable 76 is pulled forwardly to its emergency position, theshoe 84 is moved upwardly against the bias of the spring 85 and allowsrelatively free forward movement of the cable. Forward movement of thecable continues until the S-hook 77 bends and releases the cable fromthe towing vehicle 12. The return spring 61 of the master cylinderassembly 50 attempts to pull the cable reversely to release the trailerbrakes but such movement is prevented by the shoe 84. When the cableattempts to move rearwardly, it exerts a downwardly and rearwardlydirected frictional force on the shoe 84. Such force acts along with theforce in the leaf spring 85 to wedge the shoe downwardly into theopening 80 and to cause the shoe to press the cable against the lip 87at the forward side of the opening. The cable thus is held in itsemergency position and holds the plunger assembly 64 in its brakingposition. Because of the frictional engagement of the shoe with thecable, the latter is free to pull forwardly from various angularpositions and need not necessarily be extending straight forwardly fromthe actuator 10 to effectively move the plunger assembly 64 to itsbraking position. Accordingly, the friction shoe insures that effectiveemergency braking will be achieved even if the towing vehicle 12 isturning a sharp corner when the trailer 11 breaks away.

As shown in FIG. 3, a bead 88 is secured to the cable 75 and engages theforward side of the friction shoe 84 when the cable is in its normalposition. The bead serves as an indicator to inform the driver of thetowing vehicle 12 if the cable has been inadvertently pulled to itsemergency position. If the driver sees that the bead is located somedistance forwardly of the shoe (see FIG. 6), the driver is warned thathe should manually lift the shoe to enable the spring 61 to return thecable to its normal position and prevent the trailer brakes fromdragging during normal towing.

In accordance with another feature of the invention, provision is madeof a novel latching mechanism 90 (FIG. 7a) for coupling the socket 20 ofthe forward unit 16 to the hitch ball 15. The latching mechanism isself-locking, is manually operable from the rear unit 17 and yet permitsthe necessary pivotal movement between the rear unit and the forwardunit 16.

The latching mechanism 90 includes a ball clamp 91 which serves to closethe rear of the socket 20 and to lock the socket to the hitch ball 15.The ball clamp is in the form of an upright member and is defined by twolaterally spaced side plates 92 (FIG. 8) which are located between thewings 24 of the head 18. A horizontal pin 94 spans the plates 92 atabout their midpoints and is pivotally mounted by the wings 24. Formedintegrally with the lower forward end portions of the plates is aclamping member 95 (FIG. 7a) whose forward side is curved generally inaccordance with the curvature of the hitch ball 15. A lip 96 is formedon the upper end of the clamping member 95 and is hooked rearwardlyaround the pin 94.

The ball clamp 91 is adapted to swing about the pin 94 between areleased position (FIG. 7a) in which the clamp permits the hitch ball 15to enter the socket 20, and a locked position in which the clamp holdsthe ball in the socket. To keep the clamp 91 in its locked position,provision is made of a unique latch 97 which automatically prevents theclamp from moving to its released position once the ball has entered thesocket. The latch herein is defined by a pair of laterally spaced ears98 (FIG. 8) formed with convexly curved forward edges and mounted on apivot pin 100 which spans the side plates 92 of the ball clamp 91. Atorsion spring 101 surrounds the pin 100 and has one end hooked aroundone of the side plates 92. The other end of the spring 101 bears againsta web 102 (FIG. 7a) formed integrally with and extending between thelower end portions of the ears 98 of the latch 97. Thus, the spring 101urges the latch 97 in a counterclockwise direction about the pin 100.

In operation, the latch 97 moves from a released position shown in FIG.7a, to an intermediately latched position shown in FIG. 7b and then to afully latched position shown in FIG. 7c. To move the latch 97 betweenits fully latched position and its released position, a manuallyoperable lever or handle 104 (FIG. 7a) is disposed within an opening 105in the top wall 26 of the case 25 and is pivotally mounted between itsends on a pin 106 located within the case and extending between the sidewalls 27 thereof. The handle 104 is adapted to be moved manually from alocked position shown in FIG. 7c to a released position shown in FIG. 7aand is connected to the latch 97 by a link 107. The rear end of the link107 is pivotally received in a hole in the handle 104 while the forwardend of the link is pivotally received in a hole in one of the ears 98 ofthe latch 97.

To enable the socket 20 to be coupled to the hitch ball 15, the handle104 is manually pivoted from its locked position (FIG. 7c) to itsreleased position (FIG. 7a). When the handle is so pivoted, it actsthrough the link 107 to move the latch 97 from its fully latchedposition (FIG. 7c) to its released position (FIG. 7a). With the latch inits released position, the ball clamp 91 is free to swing rearwardly orcounterclockwise about its mounting pin 94.

When the handle 104 is held in its released position, the tongue 14 ofthe trailer 11 is lowered toward the hitch ball 15. As the tongue islowered, the lower end of the clamping member 95 of the ball clamp 91engages the hitch ball 15 and causes the clamp to be cammed rearwardlyor counterclockwise about the pin 94 so as to permit the ball to enterthe socket 20. The handle 104 then may be released. With continuedlowering of the tongue, the ball strikes the upper end portion of theclamping member 95 and cams the ball clamp in a forward or clockwisedirection. As the ball clamp pivots clockwise, it swings the latch 97rearwardly to its intermediately latched position (FIG. 7b) to cause theweb 102 of the latch to move rearwardly past the curl 22. As the latchmoves rearwardly, it also moves downwardl by virtue of its own weightand because of the bias applied by the torsion spring 101. The curvedforward edges of the ears 98 of the latch 97 move into a position inwhich such edges engage the rear side of the curl 22 as shown in FIG.7b. As a result, the latch wedges between the curl and the pivot pin 100and prevents the ball clamp 91 from swinging counterclockwise about thepin 94 and releasing the ball 15. If the ball clamp attempts to swingcounterclockwise, it merely wedges the latch 97 tighter. Thus, the latchwill remain in its intermediately latched position and will hold theball clamp even if the torsion spring 101 should happen to break. Also,the latch will hold the ball clamp 91 even if the driver forgets to movethe handle 104 to its locked position and leaves the handle in theposition shown in FIG. 7b. Thus, the latch makes the couplingarrangement self-locking.

Even more positive locking is effected when the driver moves the handle104 to its locked position shown in FIG. 7c. As an incident thereto, thelink 107 swings the latch 97 counterclockwise to its fully latchedposition (FIG. 7c) to cause the web 102 of the latch to positivelyengage the lip 96 of the ball clamp 91 and positively prevent the latterfrom swinging counterclockwise to its released position. As the latchmoves to its fully latched position, the link 107 toggles overcenter inthat the rear end of the link passes across the line extending betweenthe forward end of the link and the pin 106. Thus, the link acts as atoggle to hold the latch 97 in its fully latched position and to holdthe handle 104 in its locked position (see FIG. 7c).

It will be noted that the handle 104 is mounted on the rear unit 17 andis relatively far removed from the towing vehicle 12 and from the hitchball 15. Thus, there is little danger of the driver striking the bumperof the towing vehicle and suffering a hand or knuckle injury when thedriver manipulates the handle to couple or uncouple the trailer 11. Eventhough the handle is on the rear unit 17, the link 107 permits the frontunit 16 to pivot or float freely relative to the rear unit and thus thehandle does not interfere with the pivoting motion which the front andrear units undertake during braking.

We claim:
 1. An assembly for hitching a trailer to a ball on a towingvehicle and for automatically actuating the brakes of the trailer whenthe latter overruns the towing vehicle, said assembly comprising aforward unit adapted to be coupled removably to the ball, a rear unitadapted to be carried by the trailer and interconnected with the forwardunit to pivot relative to the forward unit about a first laterallyextending axis located above the ball, means carried by said rear unitand operable to apply the brakes of the trailer in response to relativepivoting of said units when the trailer overruns the towing vehicle,said forward unit comprising a head having a downwardly and rearwardlyopening socket for receiving the ball, a clamp connected to said head topivot about a second laterally extending axis between released andlocked positions, said clamp closing the rear of said socket andretaining the ball in said socket when said clamp is in said lockedposition, a latch movable with said clamp and connected to said clamp topivot relative to the clamp about a third laterally extending axislocated above said second axis, said latch being movable about saidthird axis from a released position to an intermediately latchedposition and then to a fully latched position, said latch permittingsaid clamp to move to its released position when said latch is in itsreleased position, a manually operable lever mounted on said rear unitto pivot about a fourth laterally extending axis between a releasedposition and a locked position, a link connected pivotally between saidlever and said latch and operable to move said latch to its releasedposition when said lever is manually moved to its released position, aspring acting between said clamp and said latch and urging said latch toits intermediately latched position after said lever has been moved toits released position and has been manually released, said latch beingbiased into engagement with said head when said latch is in itsintermediately latched position and serving to hold said clamp in itslocked position.
 2. An assembly as defined in claim 1 in which said linktoggles overcenter when said lever is manually moved to its lockedposition and serves to move said latch to its fully latched position,said latch wedging between said clamp and said head when said latch isin its fully latched position and acting to hold said clamp in itslocked position.